Flood protection system for railroads



Feb.'l8, 1941. as. FIELD FLOOD PROTECTION SYSTEM FOR RAILROADS Filed Sept 28, 1938 2 Sheets-Sheet 1 co zeu w mm N N i INVENTOR ATTORNEY Feb. 18,1941. 0. s. FIELD v 2,232,379

FLOOD PROTEQTION SYSTEM FOR RAILROADS Filed Sept. 28, 1938 2 Sheets-She 2 I /W w r e vzg Q O 1 an m 3 w; U I

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Patented Feb. 18, 1941 UNITED STATES FLOOD PROTECTION SYSTEM FOR RAILROADS Oscar S. Field, Rochester, N. Y., assignor to General Railway Signal Company, Rochester, N. Y.

Application September 28, 1938, Serial No. 232,124

1 Claim.

This invention relates to systems for protecting the movement of trains over bridges or other portions of track which may become undermined or otherwise rendered unsafe for train movement by high water or flood conditions.

Railroads frequently pass over bridges, culverts, embankments, or the like, which are subject to high water or floods that may undermine or weaken the bridge abutments or track struc- 10 ture to a degree that the track becomes unsafe for train movement, but not sumcient to break the track rails or bonds and cause operation of a track relay of the block signal system with which the railroad may be equipped. Such flood 15 conditions sometimes occur so quickly and without any previous warning that ordinary procedure of track inspection would fail to detect or guard against the unsafe condition of the track.

20 In accordance with this invention, generally speaking, it is proposed to provide a simple and effective circuit controlling device, which is located in a suitable position to be operated under predetermined conditions of high water con- 25 sidered to be dangerous, and which will cause a signal governing train movement over the bridge or other portion of unsafe track to give a special stop indication to block the movement of trains.

30 One characteristic feature of the invention is that the circuit controlling device requires a predetermined pressure of water for its operation, rather than acting as a float device, so that it may be adequately housed and protected 35 against accidental or malicious injury or tampering, and yet will not have its effective operation interfered with by accumulation of dirt,

sand, or the like. More specifically stated, it is proposed to open contacts by water pressure 40 exerted on a diaphragm in opposition to an adjustable spring, with all of the operating parts fully enclosed in a housing or casing except for relatively small openings for the admission of water to act on the diaphragm.

5 Another feature of the invention relates to the control of a conventional block signal to cause such signal to give a distinctive absolute or stopand-stay indication upon opening of the contacts of the circuit controlling device, independ- 50 ently of the regular block signal control of such signal and its usual permissive stop indication, and also to maintain such absolute indication until the system has been restored to its normal condition by a manual resetting operation,

55 presumably after appropriate inspection of the track and determination that a train may safely move over the portion of track protected by the signal.

Other characteristic features, attributes and advantages of the invention will be pointed out 5 in connection with the following description of a specific embodiment of the invention.

In the accompanying drawings, which illustrate the invention in a simplified and diagrammatic manner more for the purpose of facilitate ing an understanding of the nature of the invention rather than to show the details of con struction and arrangement of parts employed in practice, Fig. 1 shows diagrammatically a portion of railway track including a bridge subject to the hazards of high water, together with one type of signal and control relays and circuits responsive to the operation of the flood detecting circuit controller;

Figs. 2A, 2B, and 2C are diagrammatic and explanatory views to illustrate the operated positions of the contacts of the particular type of color light signal assumed in the arrangement of Fig. 1; and.

Fig. 3 is a cross section of one specific form of the fiood detecting circuit controller device constructed in accordance with this invention.

Fig. 1 illustrates a portion of railroad track I assumed to pass over a bridge B, subject to flood hazards, this being one typical condition under which thisinvention may be advantageously used. The same principles and plan of operation may be applied to any portion of track which for any reason is likely to be rendered unsafe for train operation under certain high water conditions.

It is contemplated that a flood detecting circuit controlling device, such as shown in Fig. 3, will be attached to the bridge abutments or located in the bed of the stream, or otherwise so 40 disposed that, whenever a flood occurs and the water rises to a height considered to be hazardous, this circuit controlling device will be submerged to a depth corresponding to some prescribed water pressure, for which the device is adjusted, and the contacts of said device will be automatically opened by this water pressure.

In Fig. 1, the circuit controlling device is indicated conventionally, and the opening of its contacts C interrupts a stick circuit for a stick relay, to the conventional symbol indicating a connection to the other terminal of said source of current.

The relay S, if once de-energized, by the opening of the contacts C, is maintained de-energized irrespective of a subsequent closure of these contacts, until a reset button RS is manually operated to provide a shunt through its contact 6 around the stick contact 5 of said relay. This reset button RS is preferably located in an appropriate locked or sealed box so as to be accessible only to responsible persons; and it is contemplated that this reset button will not be operated until the track has been properly inspected and found safe for train movement. This reset button may be located at any con venient place along the right 'of way, usually adjacent the location of the signal to avoid the use of connecting line wires. It will be noted that the relay S cannot be energized by actuation of the reset button RS until the high water has receded and the contacts C of the flooddetecting circuit controller have closed.

The de-energization of the relay S may be arranged to give a Warning or danger indication to approaching trains in any suitable manner. If

the portion of track in question is not equipped with block signals, a suitable signal controlled by the relay S may be erected for the purpose of displaying a special indication of stop in the case of floods, the method of control in such a case being so obvious that illustration is unnecessary. When the portion of track in question is equipped with a track circuit controlled automatic block signal system, in accordance with the usual practice, provision is made so that the de-energization of the relay S will cause the block signal nearest the bridge or the like to give a distinctive 'stop indication, preferably an indication of the absolute or sto-p-and-stayaspect in conformity with the signaling practice on the railroad. An organization of circuits for accomplishing this result is illustrated in Fig. l for a typical and conventional form of automatic block signal system including a color-light signal of the so-called search light type, such as disclosed for example in my prior Patents No. 1,835,150, Dec.-'8, 1931, and No. 2,097,785, Nov. 2, 1937. The same scheme of control circuits may be adapted and applied to any other suitable form of signal, or type of automatic or manual block signal system.

The type of color-light signal assumed, and disclosed more in detail in my prior patents above mentioned, generally speaking, comprises a movable color screen I, supporting small green, yellow, and red roundels G, Y and R, which are adapted to be positioned by the movement of the color screen or spectacle in front ofa lamp 8 of a light projecting unit, When a winding 9 of the motor mechanism operating the color screen is energized with one polarity, or with the other polarity, or de-energized respectively, the color screen being biased by suitable counterweights to assume the stop position (see Fig. 20). As the color screen I is moved to its different indicating positions by the motor mechanisms and counterweights, contact fingers" l0 and II are operated to different positions in the manner illustrated in Figs. 2A, 2B, and 2C..

In the specific arrangment of control circuits for this type of signal illustrated in Fig. 1, the winding 9 of the motor mechanism is energized over a line circuit, comprisinglineiwires I 2, l3, and extending to the next signal'f'in advance, trafiic being assumed to be'from left; to right as indicated by the arrow. This line circuit includes contacts I4, I5 of the usual track relay T of the block for the signal, so that this line circuit is opened and shunted to de-energize the winding 9 and cause the signal to give a red or stop indication when the block is occupied. The contacts Ill and II of the signal arearranged to open a circuit for a slow-releasing pole changing relay PC when the signal indicates stop; and the pole changing contacts 23 and 24 of this relay PC control the polarity of energization of the line circuit for the signal in the rear, all in a manner and for the purpose familiar to those skilled in the art.

- Signals on railroads are ordinarily arranged to have a permissive stop aspect in automatic block signal territory, and an absolute or stopand-stay aspect in connection with switch points, drawbridges and the like. In the type of colorlight signal in question, it is common practice to use marker lights to distinguish between the permissive and absolute aspects of the red or stop indication given by the signal, the aspect being permissive if the marker lamp is in the staggered relation to the main beam of the signal, and being absolute if the marker light is directly below the main beam of the signal.

Assuming such a code of signal aspects, the stick relay S, controlled by the flood detecting contacts C, acts when de-energized to open at its contact HS, II the line circuit for the signal approaching the bridge or corresponding portion of track, thereby causing this signal to indicate stop, regardless of the track circuit control of such signal; and at the same time, the circuit for lighting the permissive stop marker lamp l8 through the frontco-ntact IQ of the relay is broken, and a circuit to light the absolute stop marker lamp 20 is closed through the back contact IQ of this relay.

In this way, when flood conditions exist to cause opening of the contacts C and de-energization of the stick relay S, the indication of the signal governing train movement over the bridge or other dangerous portion of track is automatically controlled to give an absolute stop-and-stay indication, independently of the block signal system, and this indication of the signal to stop all of the trains persists until the flood water has receded to allow the contacts C to rec-lose, and the reset button RS has also been manually operated by some authorized person. In order toavoid the contingency that the reset button RS may he accidentally left in its resetting position, contacts 2!, 22, which are closed only if said button is in its non-operated position, are preferably included in the control circuit for the signal, so that the reset button must be restored after each operation to allow the signal to clear.

Fig. 3 illustrates one specific construction of a flood detecting circuit controlling device for operating the contacts C of Fig. 1. This device comprises. a main casing or body 25, preferably circular, and a cover 26. A flexible diaphragm 21, preferably made of bronze or 'a similar nonrusting and non-corrosive metal, is clamped between the cover 26 and the casing 25, by tap bolts 28, or the like, which may be held in place by a sealing wire in a conventional manner if desired, gasket rings 28 of rubber or other suitable material being used to form a watertight joint. The cover 26 is formed with a plurality of openings 30 to allow Water pressure to act upon the outer face of the diaphragm 2?.

The circuit controller operated by the diaphragm comprises a pair of rigid contact strips or members 3|, each fastened at one end by a. binding post 32 and nuts in a conventional way to a block 33 of insulated material, which is secured to the main casing by bolts 34. These contact members 3| engage a contact ring 35 on a collar 36 of suitable insulating material, preferably a moulded product, the parts being proportioned s0 that there is a small clearance or contact between the outer end of this collar 36 and the diaphragm 21, when this collar is in the outer position shown, limited by the positive engagement, with a high degree of contact pressure, of the contact members 3| and the contact ring 35. Extending loosely through the collar 38 is an adjusting spindle or screw 31, fitting at its lower end in a recess in the main casing and threaded in an adjusting sleeve 38 which is provided with lugs 38a engaging in recesses 39 in the main casing to prevent turning of the sleeve. A compression spring 40 is interposed between the collar 36 and the adjustable sleeve 38. The tension of this spring 40 may be adjusted by turning the spindle 31 so as to raise or lower the sleeve 38. The main casing 25 is provided with a threaded hold 4| to receive a conduit fitting or the like to bring the wires to the binding posts 32 of the contact members 3|, and is also provided with a flange to receive bolts, or the like, to fasten the device in the desired position.

With the construction illustrated in Fig. 3, it can be readily seen that when the pressure of the water against the outer face of the diaphragm 21 overcomes the outward pressure exerted by the spring 43 against the collar 36, said diaphragm will act to force said collar inwardly against the opposition of the spring and disengages the contact ring 35 from the contact members 3| to open the circuit. These contact members are preferably relatively stiif or rigid, so that a small displacement of the collar from its normal position results in opening the contact.

In practicing the invention. it is contemplated that a suitable place for the location of this circuit controlling device of Fig. 3 will be selected, either above or below the normal water level as may be desired; and the spring 40 will be adjusted to permit opening of the contacts 3|--35 for a pressure corresponding with a water level considered to be hazardous. It will be evident that the device may be adjusted in original assembly to respond to a given water pressure and located accordingly, or the location chosen, and the spring adjusted to give operation for a corresponding pressure, as may be most expedient.

One characteristic feature of the invention is that the flood protecting, device is pressure operated, and hence may be located in any desired or convenient position with respect to the normal or flooded water level. The device may be normally submerged so as to be out of the way of tempering or injury by curious or malicious persons, or may be located above the normal water level, so as to be more accessible for inspection. The water pressure, even though it may be relatively small per unit of area for small depths of water, acts on the entire exposed area of the diaphragm, and hence produces a large total pressure effective to overpower a strong spring. Consequently, the contact ring 35 is pressed against the stationary contact members 3| with a heavy pressure adequate to provide good electrical contact, and to maintain such contact over long periods of disuse and in spite of the jar and vibration to which devices along a railroad are likely to be subjected. Also, the relatively large operating force exerted by the diaphragm acts to overcome any friction or tendency ofthe parts to stick, such as may develop during long periods of disuse, so that when flood conditions do occur, operating forces are available to assure positive and reliable opening of the contacts.

Another desirable characteristic of the circuit controlling device described is that the accumulation of silt, dirt and the like in the openings of the cover 26, or within the chamber between said cover and the diaphragm 21 will not interfere with the proper operation, since this operation is dueto the pressure of the water, and such pressure is effective over the area of the diaphragm irrespective of the presence of accumulated silt or sand that may be deposited from the water. The circuit controlling device of Fig. 3 may be disposed in any position, but is preferably arranged horizontally as illustrated, so that the fiow of water will tend to keep the chamber above the diaphragm 21 free of accumulated dirt.

The specific embodiment of the invention illustrated and described is merely typical or representative; and it should be understood that various modifications, adaptations, and additions may be made with the particular structure and organization of parts and circuits disclosed, without departing from the functions and mode of operation characterizing the invention.

What I claim is:

In a flood protective system of the character described, a wayside signal automatically controlled by traffic for governing train movement over a portion of track subject to floods, a stick relay acting when deenergized to cause said signal to indicate stop regardless of traflic conditions, a circuit controlling device located in position to be subject to a predetermined pressure of water, and to be wholly submerged, under flood conditions for opening both the pickup and stick circuits for said relay when the water level produces a predetermined pressure on said circuit controlling device, said device including a main casing and a cover, a metallic diaphragm fixed to said main casing by said cover to form a water tight chamber in the main casing, said cover having holes therein to permit water pressure to act on the outer face of said diaphragm, and contact means in said chamber including a movable element and an adjustable spring, said contact means being operated to the open position when sufiicient pressure of water acts on the outer face of said diaphragm to actuate said movable element in opposition to said spring, and manually operable reset means accessible to authorized persons only and positioned at a point remote from said circuit controlling device and operable to close a shunt around the stick contact of said stick relay to permit restoration thereof, provided the dangerous water level has fallen to allow said circuit controlling device to close the circuits for said relay.

OSCAR S. FIELD. 

